Internal-combustion engine



J une 11s, 1929. 7 A, R BRUSH ET AL 1,717,872

INTERNAL COMBUSTION ENGINE Filed March 12, 1925 4 Sheets-Sheet lawenl'om fllanson? Brash Owen A L. [ac/(er 215. Wm MV/XVW w (tubule? 4Sheets-Shet 2 awuatcw mr wk 6w Z M a 6 fiw A. P. BRUSH ET AL INTERNALCOMBUSTION ENGINE Filed March 12, 192s- June 18, 1929.

Juhe 18, 1929. A. P. [BRUSH ET AL. 1.717.872

INTERNAL COMBUSTION ENGINE Filed March 12, 1925 4 Sheets-Sheet 3 7 KP.fl

m f A g wbm @He may June 18, 1929.

A. P. BRUSH ET AL INTERNAL COMBUSTION ENGINE,

Filed March 12, 1923 4 Sheets-Sheet 4 Ala Owen Patented June 18, 1929.

UNITED STATES T NT! 1 ALANSON I. BRUSB AND OWEN M. HACKER, OF DETROIT,MICHIGAN.

'm'rnnnan-connusrion' ENGINE.

Application filed March 1 2, 1923; Serial No. 624,606

The invention relates to internal combustion engines more particularlydesigned-for use in connection with motor vehicles, and the inventionconsists in various features of construction as hereinafter set forth.

' Among the objects of the invention are first, to obtain a constructionin which any desired size of valves may be selected without efiectingtheover-all length of the-en- ,1 gine; second, to permituse of relatively,small bore long stroke cylinders without effecting valve sizes; third,to provide for efiicient lubrication including (a) flood lubrication ofall the major parts of the engine with the exception of the valve stemsand piston, (b) to accurately regulate piston lubrication; fourth, toprovide for the .location of the carburetor on either side of the engineblock and at the sametime to perm t 2 of conveniently hot spotting theintake manifold. The above objects, as :well as other features ofadvantage, such as simplification of machining operations, ease inassembling, etc., are attained by'the construction as follows: w

-In'the"drawings: i 1 a Figure 1 is asectional side elevation of theengine;

. Figure 2 through; 1

j Figure 3 is a side elevation; 1 Figure 4 is-a plan view.

:OllI' improved construction is: adapted for multi-cylinder engines andmore particularly for either. four or six cylinder units. It is highlydesirable to minimize the longi tudinal. dimension of such unit andatthe same time to providefor ample space for the valves and theiroperating mechanism. This is facilitated by arranging :the'axes of thevalves and the cylinders inangular relation, so that they diverge inadownward direction and provide a, greater clearance between the crankshaft and cam shaft axes. Heretofore such angular downwardly .divergingarrangement has been employed, but it is usual to arrange theplane'of-the cylinders at right angles to the meeting planes of the block andthe crankcase andcylinder the valve stems at an angle to such meetingplanes, which complicates the machining operations. struction in whichthe axes of the" valve stems are perpendicular to the'trans'ver'se is atransversesectionfthere- 7 heads respectively. This places the aznes ofWe have therefore devised a coni open. atthe-t'op but 'covered by theblock.

faces of the block, while the axes of the cylinders are arranged, at thedesired angle thereto, this constituting one novel feature of theinvention. p c

To maintain flood lubrication for the cam shaft and valve gear and atthe same time to accurately regulate cylinder lubrication, a divisionwall is arranged between the crank shaft and cam shaft." Provision is,however, made for gas communication between the chambers on oppositesides of the partition. The crank shaft is lubricated by a pressuresystem extending through a channel in the shaft to all of the bearingsfor the shaft and,

crank pins and the cylinder lubrication is M solely from the throw-offfrom the crank pins. An excess of lubricant is constantly fed throughthe hollow crank shaft escaping through any suitable pressure regulating1 means (not shown), and this excess isfthe'n 75. utilized for the floodlubrication of the cam shaft and associated mechanism, finally pass ingto the housing for thetiming mechanism and returning to the oil sump. vi

Indetail, A is the engine block which, as specifically shown,'isfor'asix cylinder'engine. B is thecrankicase C the cylinder head, D, a hoodor cover for the valverock' armsabove said head. i Y The'exhaust valvesE are preferably arranged 'to seat in the cylinder block'with theirstems :F extending downward intodirec't engagement with the tappets G.The inlet valves H are, however, i preferably seated in the head and areoperated through the medium of the rocker arms I and downwardlyextending rods which latter engage the tappets Gr. This arrangementsecures compactness and} minimum length ofthejengine block, while alsoproviding-for large'valveareas.

I As has been stated, the axes of the valve stems'F androds J areperpendicular to the 7 meetingplanes between the engine block and headand crank caserespectively, whichsim- 1 00 plifies the machining oftheblock. On'the other hand, the cylinder bores are, at an angle tothesemeetingrfaces so-as to provide the necessary clearance forthe crankshaft fromthe'cam shaft", This construction also permits of placing thecam shaftlbutslightly 7 below the meeting plane between the crank caseand block and for arranging it a trough-shaped housing within thecrankcase The crank shaft and cam shaft are thus in separate compartments inthe crank casing, but each is readily accessible' when the'cyhnder blockis removed.

Thus, as "specifically shown, the partition wall K forms the trough Kwithin which the cam shaft is located, which partition extends from endto end of the crank case. At substantially the longitudinal center ofthe crank case there is arranged a cross-over trough K connecting with adownwardly extending conduit K leading to the 011 sump L. This permitsthe drainage of lubricant back into the sump in case the longitudinalaxis of the engine is inclined sovthat the lubricant in the trough Kflows toward one end thereof. The overflow bein in the mid dle of thecasing, it will maintam a medium level whichever way the engine isinclined.

At the forward end of the crankcase there is a housing B for the timingmechanism (not shown). Oil from thecam shaft compartment is permitted topass out through the spout K into housing B and from thence to the oilsump L. 7

At the bottom of the crank casingthere is arranged a removable oil pan Lcontaining the oil sump or reservoir. At the top of this pan and clampedbetween the same and the crank case is a trough-shaped cover or part1-tion M which is of a radius to provide clearance for the sweep of thecrank pins and connecting rods. The partition M serves to separatethelubricant in the sump from the revolving cranks so as to avoid dangerof its being carried up by said cranks and splashed intov the enginecylinders- Th s limits the lubrication of the-cylinders to the amountthat isthrown off fromeaoh crank pin bearing. University in the supplyof lubricant is, maintained 1) arranging radially inwardly extendingucts N communicating between the lubricating channel N- the crank pinand the pin bearing. The will direct the lubricant which is forced bypressure through the duct on to a portion of the hearing which is heldby centrifugal action in relatively close contact with the pinregardless of the amount of clearance whether more than that originallyprovided or produced .bylwear. The partition M is provided with openingsM which permit rlrainageof lubricant dropping on'said'partition backinto-the sump. 1 55 To further guard against over lubrication, adrainage connectionO visarranged at the longitudinal center of the oilpan and at a point where itisshielded by the center hearing P'for thecrankshaft; This drainage conduit rises to a height which issubstantially that of the partition -M, so that it is only in case thelubricant should rise to a higher level that'it is permitted to" drainout. The lower end of the conduit 0 is protected by a horizontallyextending shield 0',

which revents clogging with mud or dirt from t e road. This drainageconduit also forms a breather connection which permits ingress andegress of air.

' *The intake and exhaust-manifolds Q and R are preferably arranged onthe same side of the block insuperposed relation. In case, as isspecifically shown, the carburetor is located upon the opposite side ofthe block,

the explosive mixture is carried to the manifoldlthrough a cross passageS. This passage, instead of directly connecting to the intake manifoldcommunicates with a chamber R formed in the exhaust manifold R butseparate from the exhaust passage therein. Within the chamber R isarranged a venturi R which is directed upward into the intake manifold.There is also an ejector tube R extending into the throat of the venturiand downward to the bottom of the chamber R,

which latter is concave or conical and forms ahot spot which is subjectto the heat of the exhaust gases. I Thus, any unvaporized fuel in themixture passing through the cross over and which falls out intheenlarged operative relation with their respective cams U on the camshaft U a The cylinders and valve chambers'in .both the block andhead'are suitably water jacketed, as indicated at-V and W. Whilethewater jacket extends about all .heated' parts,

certain portions, such for instance as theexits haust valve chambers,are heated .to a much higher temperature than other parts. We havetherefore provided means for directing the coolest water against suchparts and 7 with sufiicient velocity'to carry away any steam bubbleswhich may be generated. As shown,a,conduit X extends longitudinally ofthe block through a portion of the water jacket adj'acent-tothe exhaustpassages and opposite each of these passages jet apertures are formed inthis conduit and are directed againstthe heated surface. At the end ofthe blockthe conduit X is directly connected with the conduit X for thedelivery of the cold water from. the bottom, so that the maximumcoolingeffect is producedat the points where the greatest need for coolingexistsf Our improved construction is provided with all the usual parts,pistons, 'p itmen sump in the bottom portion thereof, and a partitionfor separating said oil sump from the crank shaft compartment, of anoverflow connection for said oil sump arranged substantially in thelongitudinal center of the crank case and of a height to limit the levelof the oil to substantially the height of said partition.

2. In an internal combustion engine, the combination with a crank shaft,the crank therein and bearings for said crank including a centerbearing, the lower portion of said crank case forming an oil sump, andan overflow for said oil sump arranged centrally of said case andshielded by said center crank shaft bearing.

3. In an internal combustion engine, the combination with a crank case,a crank shaft therein and bearings for said crank shaft including acenter bearing, of a partition in said crank case for separating thecompartment for the revolving cranks'from an oil sump in the lowerportion of the case, and an overflow for the oil sump at substantiallythe height of said partition, said overflowbeing located beneath saidcentral bearing for the crank shaft.

4. In an internal combustion engine, thecombination with a crank case,and a partition for separating the said oil sump from the crank shaftcompartment, of an overflow pipe for said oil sump extending upwardly.from the bottom portion thereof and ar-- ranged substantially in thelongitudinalcenter of the crank case and of a height to limit the levelof the oil to substantially the height of said partition, said overflowpipe communicating directly with the exterior of said oil sump, and ashield carried by said sump, spaced from and positioned directly belowsaid overflow pipe. V y

In testimony whereof we affix our signatures.

ALANSON P. BRUSH. OWEN M. NACKER.

